Automobile.



PATENTED JAN. 29, 1907. R. P. THOMPSON & E'. KOEB.

AUTOMOBILE.

APPLICATION FILED 0011s, 1905.

a QHIIET-SHEET 1.

FIC J.

INVENTORS Ralph P Thompson. Em'LL Koeb.

1.. lilmznallllll m w WITNESSES: 7

Arrows- 45;".

No. 842,591. I

I I PATENTED JAN. 29, 1907. R. P. THOMPSON & B. KOEB.

AUTOMOBILE. APPLICATION FILED OOT.16, 1905.

3 SHEETS-SHEET 2.

FIGB.

INVENTORS Ralph E Thompson. B2 Emil Koeb.

ATTORNEY.

:WITNESSES:

, 'PATENTED JAN. 29, .1907. R. P. THOMPSON & E. KOBB.

AUTOMOBILE. I APPLICATION FILED 0O'I'.16, 1905.

3 SHEETS-SHEET 3 a WITNESSES.

INVENTORS Ralph P. Thompson I Emil. Koe b.

A T'TOEA/EY.

4 axles and longitudinal with respect to the RALPH P. THOMPSON AND EMIL KOEB, OF SPRINGFIELD, (ll-HG.

AuToMoBiLE.

Specification of Letters Patent.

Patented Jan. 29, 1907.

Application filed October 16, 1905. $erial No. 282,891.

' driven and steered, the chief objects of the invention being to provide a spring-supporting mechanism. between said frame. and the axles of the sai d wheels which will firmly and evenly support the frame and at the same time perniit the front and rear axles to turn independentlyabout an axis transverse to said machine to permit the wheels to accommodate. themselves to inequalities of the roadway while transmittinga minimum oi their vibrations to the main frame to render the vehicle more easy riding.

further ob ect of our invention is to pro' vide, means for reducing to a minimum the effect of the vertical vibrations of the rear or driving wheels upon the rear portion' of the main frame.

A still further object of our invention is to provide an improved spring connection between. the front axle and the front portion of the l' 'ltln frame whereby the relations of the parts may be better maintained, while greater freedom of movement of the front axle is obtained to better adapt itt'o inequalities of the road.

To these and other ends our invention consists in certain novel features which we will now proceed to describe and will then par ticularly printout in the claims.

in the accinnpanying drawings, Figure is a plan view, partly in section and partly l r;|l cn away, of an automobile embodying our invention in one form, only so much of the vehicle being shown as necessary to a pro-per comprehension thereof. Fig. 2 is a rear eleva '1 of the same, showing the rear spring, ciznnectiens, all of the parts forward of'the rear axle being omitted. Fig. 3 is a sideelevation of the rear portionofthe structure, the driving wheel and sprocketgearing being omitted on the side nearest the observer. Fig.4 is an enlarged detail sectional view of the front member of the sup plernental frame and its bearing. Fig. 5 is detail plan'view of one of the ineinbers'of the supplemental frame serving to connect the rear axle and counter-shaft bearing, portions of which are shown in ronnection therewith. Fig. 6 is a side elevation of what is shown in Fig. 5. Fig. 7 is a front elevation of the stQucture, showing the front spring con struction, the remaining parts being omitted and Fig. 8 is a sectional view taken on the line ac x of Fig. 7 and looking in the direction of the arrows.

In the said drawings, 1 indicates the main frame of a motor-vehicle, which is shown as composed of two parallel lcngit1idinally-extending members 2 and a transverse member 3 at the rear of the machine formed from a single angle-bar suitably bent to shape; but it may be constructed in any approved manner. A cross-bar or transverse member l, located some distance forward from the rear of the frame, serves as a support for certain parts, to be hereinafter referred to. The

driving-wheels, located at the rear of the machine, are indicated at 5 and are mounted to revolve freely upon the ends of the rear axle 6. This latter may be of any suitable construction; but we prefer that shown, in which said axle is formed in a single piece, square in cross-section, except for the spindles 6 at its ends. which latter are elevated somewhat above the body of the axle by oil'- set'portions 7 Between the rear axle and :main frame we locate a supplemental frame, pivoted to the main frame at its fo.wa rd end at a point well forward on the main frame, secured to the rear axle at its rear end. provided with springs which support the rear portion of the mainframe upon the rear axle, and preferab y carrying a counter-shaft which intervenes between be main (hiringshaft and the driving-wheels at the 1 1M. of the machine. The construction of this supplemental frame which we prefer is one which we have devised and which is illustrated in the accompanying drawings. This comrises two longitudinallvextendingmem liers, one on each side of the main frame, secured to the rear axle at their'ienr ends and. connected at their front ends tothe co intershaft bearing. One of these i'neinl ers is 12, thus greatly increasing the vertical strength of the axle at the points where the framemembers 8 are secured thereto. This securing is effected on each side of the machine by. means of a bolt 13, passing through slots 1st in the flan es 12 and through a suitable aperture in the offset portion 70f the axle, said bolt being provided with a nut 15 on its 11 per end. The-slots 14 extend longitudinal y of the frame members 8, so that an adjustment of these members relatively to the-rear axle may be effected to bring their forward ends nearer to or fartherfrom said axle, for the purpose hereinafter set forth.

Each member 8 has mounted upon its for ward end a bracket 16, having a socket 17 to receive the forward end of the body 9. On its inner side sai'd bracket 16 is provided with a socket 18 to receive the end of the bearingsleeve 19 of the counter-shaft 20, an aper- Lore 21 being also formed in saidbracket for the assage of said counter-shaft, which exten s outward'beyond said bracket. Each bracket 16 is also provided on its upper side with a bed plate'or table 22, having slots extending longitudinally with respect to the member 8. These slots serve to receive U- bolts 24, which secure .upon' the bed'or table,

22 the central portion of a spring 25, there being two of these springs employed, one on each side of the main frame 1. The U-bolts 24 are provided with'nuts'26, located on the ends of said bolts which project below the end of the table 22, so that the springs 25 maybe clamped upon said table or plate and may be adjusted longitudinally thereon for the purposes hereinafter set forth.

As shown in the present instance, the bearing-sleeve 19 of the counter-shaft 20 is formed in two parts cor acted to an intermediate casing 27,.- to Ye hereinafter morc articularly referred to, said sleeve and casing constitutmg apart of the supg jlemental frame as practically does also the counter- .shaft mounted therein. The main or borfy portion of said supplemental frame also comprises; a longitudinally-extenrling -member 28', located in an approximately central position with respect to the machine and ai ing its rear end secured in a socket 29, supported on or'forming a part of the casing 27. This longitudinally extending' member 28 preferably tubular-in form in so far as Vile prefer to so locate these parts that the o'fl set portions 7 of the rearaxle are received between the mouth. 38 to 1 s-sassi drawin thereon a sleeve 30, t

A v '1 I socnct of. in urh the llUil. curl. t

4 r of the slee e 3;, to receive the rear end of a bear- D ing-gost 33, WlllCll may be rotated. therein by means of a suitable wrcncln 'rasp 34, formed thereon, so as to cause saic bearlng rost to project forward from the sleeve 30 to a greater. or less extent, as desired. A looknut 35, mounted on the threaoetl portion of the bcaringmost anti bearing against the front end of the sleeve serves to secure the parts in position after adjustment. The front end of the bearing-post is rounded off into a hemispherical or otherwise suitably-curved surface 36 and rests within a correspondingly-curved socket 37, having a flaring nt tle bearing-530st to rock there n in a vcrtv 1 lane and also to rotate therein around its longltu lnal en's. The socket 37 is formal in a block or casting 39, secured to the transverse frame member 4, hereinbefore referred to, and. by this means the front end of the auxiliary supplemental frame is so supported that. the rear end. of

said frame may move vertically relatively to the main frame 1, whfle the entire supplemental frame may turn around an axis exten'l-ing in the direction of the length of'the vehicle. 1

The springs 25 are connected to and so port the rear-end of the main frame. T e frontlenrls of the springs 25 are connected by links '40 to brackets 41, mounted. on the outer sides of the longitudinally-extending side frame members 2, a cross-brace 42 being preferably inserted between 'said side members at the point where the brackets are located. 1 The rear en s of the springs 25 are connected by-links 4-3 to a coupling 44,

' which latter is connected by links 45 with the ends of a spring 46, extending transversely of. the machine at the rear of the main frame 1. The spr .19; 46 has its central portion pivotally connected to the central portion of the rear crossbar 3 of the main frame, as indicated at 47, theyivot extending in a direction. longitudinally of the machine, so that the spring 46 may rock or tilt transversely of the machine in conjunction with the rear axle 6 and the supplemental frame.

As has already been stated, thecountershaft'20 is mounted in the so; ,le'mental frame, of which it, through its beai-ng-slee ve 19, practically formsa pa t, so that it moves in unison with said 5 ;"lcmental frame. The casing 27' serves to 1 lose a compensatinggear 48, by means of ivhch the sprocketwheels 49 on the ends of the counter-shaft 20- IIO , supple are permitted to rotate at different speeds in turning curves, &c. Said sprocket-wheels 49 are connect l. by sprocket-chains 50 (indicated in dotted lines in Fig. 3) with sprocketwheels 51, so connected to the driving wheels 5 as to move in unison therewith. The casing 27 also serves to inclose a sprocketwheel 52, driven by a sprocke -chain 53, (shown in dotted lines in Fig. 3,) which sprocket-chain receives its motion from a sprocket-wheel 54, mounted on the driving-r shaft 55. This latter is shown as having a bearing in the block or casting 39, in wluch the socket 371's formed. 56 indicates a gear casing inclosing a gearing by which the speed and direction of the shaft 55 may be controlled. l

in order to strengthen'and brace the supplemental frame, we employ truss-rods 57. These rods have their rear ends secured to lugs 58, formed on the brackets 10, while,

their forward ends are secured to lugs 59 formed on the sleeve 30. Their intermediate portions are deflected downward, so as to pass under struts 60, secured to the bearingsleeve 19 and extending downward therefrom. llhe t'russ-rods 57 are tensionerl by means of nuts 6].,mounted on their threaded ends on opposite sides of the lugs 58 and 59.

From an examination of the construction. just described it will be seen. that the supplemental frame, which carries the rear axle and its wheels, is so connected to the main frame that it may turn around. a longitudinal axis in case either of the driving-wheels strikes an obstruction or inequality \Vllt'll causes it to move upward or downward independently of the otlier d riving-wleel, this motion of the ental frame being such tl". at the main frame will practically maintain its normal position, being little affected by the lateral rock- 'ing of the supplemental frame, thus causing the main frame, which carries tlre body in which the passengers are seated, to ride smoothly and practically free from lateral rocking arising from the cause indicated.- This action is materially facilitated by the pivoting of the transverse spring 46 to the rear end oftl e main frame, since it prevents any torsional effect from being transmitted to the main frame through said spring. Tl e construction is further advantageous in reducing to a minimum the vertical vibrations of the rear end of the main frame arising, for instance, wlen both of the rear wheels simultaneously encounter an elevation or depression in the roadway, for it will be seen that tlte springs are not interposed directly between the rear 'axle and the main frame, but are interposed between the supplemental frame and main frame at a point forward of tlfe rear axle and nearer to tire pivotal point axle is transmitted. to the spring to a dimin ished extent, for the reasonth at the points of the supplemental frame to which the springs the difference being proportionate to the elation which the distanceseparating the re 1' axle and pivotal point of -tlze supplemental frame bears to the distance between the rear axleand points of connection of the springs to the supplemental frame. By reason of this construction the vertical vibrations of the rear end of tli e main frame are very much reduced, and tit is is of material importancein connection with automobiles as now constructed, in which tite rear seat usually overhangs the rear end of the frame to an extent such that the vertical movement is intensified at that party of the body where the rear seats'are located. It should be noted in this connection that by theemployment of a supplemental frame pivoted to the main frame and carrying the rear wheels and axle, these latter move in prescribed paths, although free to rock and move vertically as conditions may require, and we are thus enabled to properly maintain the relations betweenthe main frame and the driving-wheels and their axlemuch more accurately than. is the case where the springs form the sole connections between the axle'and main frame, and by our construction. the springs are relieved from the severe strains which theyreceive wl; en located between and connected di rectly to said axle and frame, so as to thus form the sole and direct connections between th em.

It will be understood that be slotting of the brackets 10 and 16 longitudinally of the machine and'tl e provision for adjusting the bearing-post'33 longitudinally with respect to the remainder of the supplemental frame serve in an obvious manner to properly regulate the distances separating the sprocketwlreels of tlte cl' ain-drive, and tlerebyprovide means for properly adjusting the tension of the sprocket-chains through which the rear Wheels are driven. The mounting of the counter-shaft on the supplemental framemaintains proper driving relations between the various sprocket-wheels and chains irrespective of tle vertical and "lateral vibrations of the supplemental frame. Will be noted in tlTIlS connection that the sprocket-wheel 44 is located so near the pivotal center of tire supplemental frame that the variations in distance between it and the sprocket-wheel arising from tl.e vertical movements ,of supplemental frame are so small as to be negligible, and the two sprocket-wheels are located practically in line with the longitudinal axis around wrich the supplementalfra me turns in its lateral rockmg movement, so that the varlations in dis- IIO tance between said sprocket-wheels arising from this latter movement are also so slight as to be immaterial.

Having thus fully described the connections between the rear wheels and axle and the main frame, We will now describe the connections between the front wheels and their axle and the main fram The main ame is provided at its front end with a transverse member 62, to which are connected by a central longitudinalpivot 63 two springs 64. These springs are connected to the main frame at their central upwardly-arched portions and extend thence laterally outward and downward in both directions. They are spaced apart sufficiently to receive between them the front axle 65, to the ends of which the ends of the springs are connected in any suitable manner as, for instance, by means of links 66. The steering ground-wheels (indicated at 67) are mounted on the ends of the front axle by means of'the usual knuckle connections and are rovided with any suitable controlling mec anism, preferably that set forth in an application filed by us of even date herewith.

' It will be noted that the connection of the so that said front axle is front axle 65 with the main frame is through the transverse front sprin s and their pivot, ee to rock or tilt laterally when either wheel encounters an obstruction or inequality of the read without transmitting any torsional strain to the front end of the main frame which would tend to lift one side or the other of, said main frame.

It will further be noted that the axle is lo' cated between the two transverse springs in such a way that therelations between the axle and springs are always properly main-- tained. Finally, it should be noted that the longitudinal pivotal axis 63-of the front transverse spring is in alinement with thelongitudinal pivotal axis 47 of the rear transverse spring, so that the main frame is practically supported upon alined central longitudinal pivots both at its front and rear ends, 'upon which pivots it is free to move so asto maintain its horizontality, such movements being restrained and regulated, however, by the connection to the sides of said main frame of the forward ends of the longitudinal] -arout departing from the principle of our invention.

. Having thus fu ly described our invention, what we claim as ill, .5, and desire to secure by Letters Patent, is-

1. In an automobile, the combination, with a main frame, of a supplemental frame located beneath the rear portion. thereof and pivotally connected thereto at its forward end so that its rear end may move vertically, a rear axle pi'ovided with ground-wheels and connected to said supplemental frame at the rear end thereof, and a spring connected at its ends with the main frame and at an intermediate point with the supplemental frame, substantially as described.

. 2. In an automobile, the combination, with a main frame, of a supplemental frame located beneath the rear portion thereof and pivotallv connected thereto at its forward end so t lat its rear end may move vertically, a rear axle provided with ground-wheels and connected to said supplemental frame at the rear end thereof, and a spring interposed between said supplemental frame and main frame, said spring being connected at a point between its ends to the supplemental frame and having its opposite ends connected with the main frame, substantially as described.

3. In an automobile, the combination, with a main frame, of a supplemental frame located. beneath the rear portion thereof and pivotally connected thereto at its forward end so that its rear and may move vertically, a rear axle provided with ground-wheels and connected to said supplemental frame at its rear end, and springs interposed between said supplemental and main frames and connected' at points between their ends to the supplemental frame and connected at their op osite ends with the main frame, substantia ly as'described.

i 4. In an automobile, the combination, with a main frame, of asupplemental frame located beneath the rear portion thereof and pivoted thereto at its forward end so that its rear end may move vertically, a rear axle pro vided wit-h ground-wheels and connected. to the .supplemental frame at its rear end, longitudinally-extending springs connected be tween their ends to points on the supplemental frame between the rear axle and the front end of said supplemental frame, said springs having their front ends connected to the main frame, and atransverse spring connected between its ends to the rear of the main frame and having its ends connected to the rear ends of the lougitudil'ial springs, substantially as described.

5. In an automobile, the combination, with a main frame, of a supplemental frame located beneath the rear portion thereof and pivotally connected thereto at its forward end so as to be capable of vertical movement at its rear end and also capable of rocking laterally around a longitudinal axis, a rear axle provided with ground-wheels and con nected to said supplemental frameat the rear end thereof, and a spring connected at its opposite ends with the main frame-and at an intermediate point with the supplemental frame, substantially as described.

6. In any automobile, the combination, with amain frame, of a supplemental frame located beneath the rear portion thereof and pivotally connected thereto at its forward end so as to be capable of vertical movement at its rear end and also capable of rocking laterally around a longitudinal axis, a rear axle provided with ground-wheels and con nected to saidsupplemental frame at the rear end thereof,- and longitudinally-extending springs supporting the main frame and connected to the supplemental frame, substantially as described.

7. In an automobile, the combination, with a main frame, of a supplemental frame located beneath the rear portion thereof and pivotally connected thereto at its front end so as to becapable of vertical movement at its rear end and also capable of rocking lat-1 erally around a longitudinal axis, a rear axle provided with ground-wheels and connected to said supplemental frame at the rearend thereof, longitudinallyextending springs connected between their ends to said supplemental frame at points between the rear axle and front end of said supplemental frame, said springs having their front ends connected to the main frame, and a transverse spring connected to the rear end of the main frame and having its ends connected to the rear ends of the longitudinal springs, substantially as described.

8. In an automobile, the combination, with a main frame, of a supplemental fr ame located beneath the rear portion thereof'and pivotally connected thereto at its front end so as to be capable of vertical movement at its rear end and also capable of rocking laterally around a longitudinal axis, a rear axle provided with ground-wheels and connected.

to saidsupplemental frame at the rear end thereof, longitudinallyextending springs connected between their ends to. said supplemental frame, said springs having their front ends connected to the main frame, and a transverse spring connected to the rear end of the main frame and having its ends connected to the rear ends of the longitudinal springs, the connection between said trans- 1 verse spring and main frame being apivotal one around a longitudinal axis, substantially as described.

9. In an automobile, the combination, with a main frame, of a supplemental framelocated beneath the rear portion thereof and pivotally connected thereto at its forward a rear axleprovided with ground-wheels and connected to the rear end of saidsupplemental frame, springs interposed between said supplemental and main frames, a counter-shaft mounted on said supplemental frame, a driving-shaft on the main frame, and driving connections between said driving-shaft, counter-shaft and ground-wheels, substantially as described.

10. In an automobile, the combination, with a main frame, of a supplemental frame located beneath the rear portion thereof and pivOtally connected thereto at its forward end so as, to be capable of vertical and laterally rocking movement-s, a rear axle provided with ground-wheels and connected to the rear end of said supplemental frame, springs interposed between said supplemental and main frames, a counter-shaft mounted on said supplemental frame, a drivingshaft on the mainframe, and driving connections between said driving-shaft, countershaft and ground-wheels, substantially as de-' scribed.

11. In an automobile structure of the character described, the combination, with a main frame, and a rear axle having groundwheels, of a supplemental frame located beneath the rear portion of the main frame, and springs interposed between said frames, said supplemental frame comprising a transverse member, a longitudinal member extending forward from said transverse member and bearing on the main frame, and two longitudinal members extending rearwardly from the transverse member and connected to the axle at their rear ends, substantially as described.

12'. In an automobile, the combination, with a main frame, a supplemental frame located beneath therear portion thereof, and

springs interposed between said frames, said able length having a bearing on the. main frame, rearwardly-extending members, an axle mounted infsaid rearwardly-exterrding members and provided" with ground-wheels, means for adjusting the relations between said-axle and transverse member, a drivingshaft on the main frame, and a counter-shaft mounted in the bearing-sleeve, the drivingshaft, counter-shaft and ground-wheels being provided with sprocket-wheels, and spro cketchains connecting the same, substantially as described.

18. In an automobile structure of thecharacter described, a supplemental framev comprising a transverse member consisting of a. bearing-sleeve and gear-casing provided with a socket, a forwardly-extending member mounted in saidsocket, rearwardlyrextending members connected to the ends of said sleeve and adapted to receive the rear axle at their rear ends, trnss-rods connecting the rear ends of said rearwardly-ex en ding members and the front end of the forwardlyextending member, and struts extending downward from the transverse member and bearing on said truss-rods, substantially as described.

14. In an automobile structure of the character described, the combin ion, with a main frame having a bearii'igsociret, of a supplemental frame located beneath the main frame, and springs interposed between said frames, said supplemental frame being provided at its forward end with a sleeve, and a thrust-post adjustable longitudinally in said sleeve and having its forward end rounded to fit the bearing-socket of the main frame and pivot axially and vertically therein, substantially as described.

15. In an automobile structure of the character described, an axle provided with groundavheels and having its end portions vertically offset and its central portion depressed, in combination with a frame carrying said axle, said frame being provided nit-h flanges embracing the axleabove and below its offset portions, and securing-bolts passing through said offset portions, substantially as described. i

16. In an.- automobile, the combination, with a main frame, and front and rear axles beneath said frame and'separate therefrom and provided with ground-wheels, of front and rear transversely-arranged springs sup porting said main frame'upon said axles and connected to said mainframe by longitudinal pivots, substantially as described.

17; In an automobile, the combination, With a main frame, and front and rear axles beneath said frame and separate therefrom and provided with ground-wheels, of front and rear transverse]y-arranged springs supporting said main frame upon said axles and.

connected to said main frame by longitudinal pivots, said pivots being alined, substantially as described.

18. In an automobile, the combination, with a main frame, and front and rear axles provided with ground-wheels, of a trans vorsely-arranged spring connected to, the front axle and pivotally connected to the front of the main frame by a longitudinal pivot, a transversely-arranged rear spring connected to the rear of the main frame by a longitudinally-arr iged pivot, tudinallv-arranged Sp] having their rear ends connected to the rear transverse spring, their front ends connected to the main frame, and a supplemental franre connecting their intermediate portions with the rear axle, substantially as described.

19.111 an automobile, the combination, with a main frame, and front and rear axles provided with ground-wheels, of a trans- ,aversely-arranged spring connected to the ifront-axle and pivotally connected to the iflOlll) of the mam frame by a longitudinal lipivot, a transversely-arran 'ed rear spring connected to the rear of the main frame bya longitudinally arranged pivot, and longitu- (finally-arranged springs having their rear ends connected to the rear transverse spring, their front ends connected to the main frame, .and a. supplemental-frame connecting their ginte'rmediate portions with the rear axle, the ,pivotal axes of said front andrear transverse springs bein'g in alinement,sub stantiallyas described.

In testimonywhereof we affix our sigma tures in presence of two Witnesses.

RALPH r. rnonrson. EMILI KOEB;

Witnesses IRVINE MILLER, T. J. MoCoRinoK.

and longi- 

